Damping device for railway car trucks



Nov. 15, 1955 J. c. sETTLEs 2,723,630

DAMPING DEVICE FOR RAILWAY CAR TRUCKS Filed Feb. 8, 1950 2 Sheets-Sheetl WHT? WML 2 Sheets-Sheet 2 J. C. SETTLES DAMPING DEVICE FOR RAILWAY CARTRUCKS Nov. l5, 1955 Filed Feb. 8, 1950 //f//l l Q i; QQ 04 W INVENTOR.

BY P I 2 I fwn/Vey United States Patent DAMPING DEVICE FOR RAILWAY CARTRUCKS James C. Settles, Columbus, Ohio, assignor to The Buckeye SteelCastiugs Company, Columbus, Gino Application February 8, 1950, SerialNo. 143,105 24 Claims. (Cl. 10S-197) This invention relates to dampingdevices for railway car trucks and more particularly to means forproducing constant damping independent of the load carried by thebolster of such trucks. The present application is acontinuation-in-part of my copending application Serial No. 770,666, andnow abandoned, iiled August 26, 1947.

One of the objects of the invention is to provide a damping deviceincluding a vertical surface at one side of the bolster, cooperatingwith a vertical friction surface of a wedge which has an inclinedsurface slidably engaging a complementary inclined surface of a guidecolumn, the wedge being acted upon by a coil spring which bears on aportion of the side frame so as to produce substantially constantdamping of the bolster movements independent of the load carried by thebolster.

A still further object is to provide substantially constant dampingmeans adapted for trucks having four or more wheels and especiallyadapted for an equalized type of six or eight wheel truck.

With the foregoing objects outlined and with other objects in view whichwill appear as the description proceeds, the invention consists in thenovel features hereinafter described in detail, illustrated in theaccompanying drawings, and more particularly pointed out in the appendedclaims.

ln the drawings:

Fig. l is a side elevational view of a portion of a railway car truckpartly in vertical section showing an embodiment of the invention.

Fig. 2 is a top plan View of the structure shown in Fig. l, partly inhorizontal section, the section being taken on the line 2-2 of Fig. l.

Fig. 3 is a fragmentary sectional view taken along the axis of one wedgeactuating spring and on the line 3 3 in Fig. l.

Fig. 4 is a sectional view taken on the line 4 4 of Fig. l.

In the embodiment illustrated thebolster 9 has an end portion 10 whichis formed as a box section and may have a continuous central verticalrib 11 as required for strength purposes. The wedge arrangement is thesame in each guide column 12 and consists of a friction wedge 14 havinga vertical surface 16 and an inclined surface 17. The inclined plate orweb 18 of the guide column 12 is formed with a slightly convex innersurface 19 against which the inclined surface 17 of the friction wedgebears. This convex shape permits rocking of the wedge relative to theside frame. A wear plate 21 may be provided on each of the oppositevertical side walls 22 of the bolster, against which the verticalsurfaces 16 of the wedges bear. Inasmuch as the depth of the bolster end10 is not held to a minimum by space required for friction shoes andother parts, it can be made relatively shallow compared with the usualbolster end for trucks with built-in friction devices, which is of greatadvantage in providing space for long-travel bolster-supporting springs.In order to provide adequate bearing area for the friction wedges with avery shallow bolster end, the

ice

side walls 22 can be extended below the bolster end bottom plate 23, asindicated at 24, and the extensions may be reinforced by ribbing 26.

The friction wedge is symmetrical about a line 27 through its apex whichbisects the apex angle. A wedge spring 28 is arranged so its axiscoincides with line 27, and it is evident that since the wedge 14'andthe spring 28 are arranged in this manner, the wedge may be applied witheither of its opposite surfaces vertical or inclined. The upper end ofthe wedge coil 28 bears upon a tie member 31 formed on the wedgeextending between and joining the webs or plates 61 and 62 which formthe vertical and inclined surfaces. This tie member 31 provides a springseat 64 and is perpendicular to and symmetrical about the bisector line27. The lower end of wedge coil 23 rests upon a seat 32 formed on theinclined tension portion 33 of the side frame.

A large opening 34 is formed in the outboard wall 36 of each column 12for insertion of a tool, such as a pinch bar, to compress the wedge coil28 by prying against the tie bars 37 which join the lower portions ofthe wedge parts forming the inclined and vertical faces. A similaropening 35 is provided in each inboard flange 39. A smaller hole 38 isalso provided in the outboard walls 36 and in the inboard walls 39 ofthe column for insertion of retaining pins (not shown) which cooperatewith the upper surfaces of the tie bars 37 of the wedge, to hold thespring 28 under compression while the truck is being assembled ordismantled.

In the embodiment illustrated the damping device is applied to a moderntype four-wheel truck having a side rame with a spring seat 42 andwidened upper bolster opening 43 to permit passage of the outer bolsterlugs 44 for quick-wheel-change purposes. The truck side frame hereindisclosed is of the four-wheel type and includes a compression member 50and a tension member 51 which are joined by the guide columns 12. Thecentral portion of the tension member provides the spring seat 42 forsupporting a group of springs 52 which in turn resiliently support theend portion 10 of the bolster. The bolster 9 extends to the oppositeside of the truck and is supported there by springs carried by a similarside frame (not shown). The inclined portion 33 of the tension memberextends upwardly from the spring seat 42 and is inclined at an angle tothe horizontal. This inclined portion of the tension member may be ofinverted U-shape in cross section. The top plate or chord web of theinverted U-shaped portion of the tension member 33 provides the bottomwall of a pocket within the guide column 12 for the wedge shapedfriction shoe 14 and the spring seat 32 is on the upper surface of thetop plate.

The web 18 in each of the guide columns 12 converges towards theassociated side face of the bolster end 10 in proceeding upwardly aswill be apparent from a consideration of Fig. l. The lower end of eachweb 18 terminates short of the inclined tension member 33 and this web18 is substantially perpendicular to the inclined tension member 33. Theoutboard wall or web 36 of each guide column extends downwardly andjoins the inclined portion 33 of the tension member. The inboard web orwall 39 of each guide column also extends to and joins the inclinedportions 33 of the tension member.

Each wedge 14 is provided with inclined webs 61 and 62 which join eachother at the apex portion of the wedge and diverge from each other inproceeding to the base of the wedge. The tie member 31 joinsintermediate portions of the webs 61 and 62 and provides the spring seat64 thereunder for the upper end of the spring 28 substantially at rightangles to the bisector of the apex angle of the wedge. This tie member31 is also provided with an opening 66 and the top web of the inclinedtension member 33 is also provided with an opening 68. The lower endportions ot the webs 61 and 62 are connected by spaced tie bars 37between which the spring 28 extends. The side frame may be reinforced bymeans of vertical ribs shown at 71 which extend downwardly along theoutboard flanges 36 of the guide column and vertically downwardly alongthe inboard iianges 39. This reinforcing ribbing may be furtheraugmented by means of substantially horizontal ribs 72.

The first step in assembling a truck embodying a damping mechanism asherein disclosed involves the application of the uncompressed wedgeactuating coil springs 28 on the respective inclined tension members 33.One wedge 14 is then arranged over the upper end of one of the springs28. The upper portion of the spring 28 extends between the tie bars 37and engages the web or tie member 31. The other wedge 14 is in a likemanner arranged in cooperative association with the upper end of theother wedge coil spring 28. These coil springs 28 in their unloadedcondition maintain the wedges considerably above the normal operativepositions. One convenient scheme for retracting the wedges pertains toapplying pressure against the vertical face 16 of each wedge. This forcemay be applied by means of a jack or the like arranged between the faces16 of the opposite wedges. The force thus applied causes the wedges tomove downwardly along the inclined faces 19 of the guide columns 12.After the wedges 14 are shifted to positions below their normaloperative positions a pin is introduced through the openings 38 andthese pins extend above the tie bars 37. Thereafter, the jack or themeans for applying force to the vertical faces 16 of the opposite wedgesmay be removed and the wedge retaining pins are so positioned as tomaintain the wedges in the retracted positions. The end portion of thebolster is then inserted through the bolster opening when the lugs 44are aligned with the enlarged bolster opening portion 43. The springs S2may then be arranged in position under the bolster. The bolster isthereafter lowered until it rests on top of the load carrying springs52. A pinch bar may then be inserted in the opening 34 so that the innerend will engage over a lip or rib 78 on the tie bar 37. The pinch barmay be used as a lever to retract the wedge sufficiently to relievepressure on the retaining pin which extends through the openings 38. Thewedges 14 are then free to move in response to the energy stored in thesprings 2S. The vertical friction surface 16 of each wedge then engagesthe wear plate 2l and since these inter-engaging surfaces are invertical planes and substantially parallel the damping action of thewedges will be substantially constant regardless of the load imposed onthe bolster and regardless of the relative vertical movement of thebolster with respect to the side frame. In the event that the face 16 ofeach of the wedges becomes worn a wedge may be reversed so that the web62 is then positioned along the side face ofthe bolster.

ln the event that it is necessary to partially or completely dismantlethe truck a pinch bar may be inserted through the opening 34 or 35. Theinner end of the pinch bar then engages a tie bar 37 and over the lip orrib 78. The pinch bar then acting as a lever may be employed to retractthe wedge 14 against the action of the spring 23. The wedge may be heldin such a retracted position by inserting pins through the openings 38in the inboard and outboard anges 39 and 36, respectively, of the guidecolumns.

One of the advantages of the s'nubbing mechanism herein described isthat it is unnecessary to deform the construction of the bolster whichmay be substantially box-shaped in its end portion. This simplifies themanufacture thereof and avoids the disadvantages of providing pockets inthe sides of the bolster for accommodating friction shoes.

A snubbing mechanism exhibiting the yinvention ineludes means forpreventing each wedge 14 from dropping down and possibly arrangingitself under the corner of the bolster in the event that the associatedwedge spring 28 should break with parts of the coil becoming displacedfrom under the wedge. Such safety means includes a lug 76 projectinginwardly from the outboard flange 36 of each guide column. A similar lug77 projects from the inboard flange 39' of each guide column as shown inFigs. 2 and 3. These lugs may have any suitable cross sectional shapeand they are located inside the inclined web 62 of each wedge 14 andbelow the' tie member or spring seat web 31. Accordingly, the wedges may'oe applied and the wedge spring 28 compressed the required distance topermit assembly of the truck without having the tie member 31 engage thelugs 76 and 77. The tie bars 37 which connect the base portions of thewebs 61 and 62 of the wedge are so positioned as to permit these tiebars to pass between the ends of the lugs 76 and 77 as will be apparentfrom a consideration of Fig. 3. rl'he central portion of each tie bar 37carries the upstanding lip or rib 78 adjacent the pinch bar receivingopenings 3d and 35. These lipsy or ribs 78 serve to prevent the innerend of the pinch bar from slipping off of the tie members and also serveto stiften or strengthen the tie bars 37 against the bending actioninduced by the use of the pinch bar. In the event of failure of a wedgecoil spring 28 and the dislodgement of the broken parts the wedge 1e maythen move downwardly in the guide column bnt only until the tie member31 engages the lugs 76 and 77. The wedge is held in this position by thesafety lugs and the truck is entirely safe for further operation.

From the forevoing it is believed that the construction, operation andadvantages of my damping device may be readily understood and it ismanifest that changes may be made in the details disclosed withoutdeparting from the spirit of the invention as expressed in the followingclaims.

What l claim and desire to secure by Letters Patent is l. A frictionshoe for the damping mechanism of a railway car truck comprising, twowebs joined at an apex portion and diverging from each other inproceeding to'- wards a base of the wedge, said webs defining a spacetherebetween open at edges of the webs, a member connesting intermediateportions of the webs providing a spring seat arranged substantiallyperpendicular to a line bisecting the angle at the apex of the wedge,two spaced tie bars joining the webs at the base portion of the wedge toprovide an unobstructed opening therebetween, and said tie bars beingspaced inwardly from edges of said webs.

2. In a truss-type side frame for a railway car truck, a compressionmember, a tension member including a portion inclined at an angle to thehorizontal, a guide column connecting the compression member to theinclined portion of the tension member including a web extendingsubstantially vertically downward from the compression member and asecond web extending angularly from the vertical web towards theinclined portion of the tension member substantially at right angleswith respect thereto and terminating short of the tension member, aninboard ange joining the second web terminating in a vertical edge, anoutboard ange joining the second web terminating in a vertical edgealigned with the edge of the inboard ange, lower portions of said angesmerging with said tension member, and a lug positioned vertically underthe second web carried by one ange extending towards the other ange andterminating short of the longitudinal center of the side frameobstructing a minor' part of a pocket under the second web.

3. In a truss-type side frame for a railway car truck, a compressionmember, a tension member including a top plate inclined at an angle tothe horizontal, a guide column connecting the compression member to theinclined portion ofthe tension member including a web extendinglsubstantially vertically downward from the compression member and asecond web extending angularly from the vertical web towards theinclined portion of the tension member susbtantially at right angleswith respect thereto and terminating at its lower end above said topplate, an inboard flange joining the second web terminating iii avertical edge, an outboard ange joining the second web terminating in avertical edge aligned with the edge of the inboard fiange, lowerportions of said fianges joining side portions of said top plate, a lugprojecting inwardly from the outboard fiange terminating -short of alongitudinal center of the side frame, a lug projecting outwardly intothe guide column from the inboard fiange terminating short of thelongitudinal center of the side frame, and said lugs being positionedadjacent a bisector of an angle defined by said second web and thevertical edges of said inboard and outboard anges.

4. A friction shoe for the damping mechanism of a railway car truckcomprising, two webs joined at an apex portion and diverging from eachother in proceeding towards a base of the wedge, a member connectingintermediate portions of the webs providing a spring seat arrangedsubstantially perpendicular to a line bisecting the angle at the apex ofthe wedge, two spaced ties joining the webs at the base portion of thewedge to provide an unobstructed opening therebetween, and an upstandinglip carried by each tie.

5. A friction shoe for the damping mechanism of a railway car truckcomprising, two webs joined at an apex portion and diverging from eachother in proceeding towards a base of the wedge, a member connectingintermediate portions of the webs providing a spring seat arrangedsubstantially perpendicular to a line bisecting the angle at the apex ofthe wedge, two spaced ties joining the webs at the base portion of thewedge to provide an unobstructed opening therebetween, said ties beingspaced inwardly from the edges of said webs, and an upstanding lipcarried by a central portion of each tie.

6. In a snubbing mechanism for the bolster of a railway car truck, aside frame including a spring s eat, a bolster arranged for guidedvertical movement with respect to the side frame, springs supporting thebolster on the spring seat, a friction surface at a side of the bolsterarranged in a vertical plane, a tension member extending upwardly fromthe spring seat and inclined at an angle to the horizontal, a guidecolumn including a web inclined with respect to the vertical convergingtowards said friction surface on the side of the bolster in proceedingupwardly, a wedge having two fiat surfaces arranged at an angle withrespect to each other corresponding to the angle between said web andsaid friction surface, one surface of the wedge being arranged alongsaid inclined web and the other surface of the wedge being arranged in avertical plane along the vertical friction surface on the bolster, ahelical spring engaging the wedge at one end compressed between thetension member and the wedge urging the wedge upwardly with one surfaceof the wedge into engagement with said inclined web and the othersurface of the wedge into flat engagement with said friction surface,and lugs carried by the guide column spaced from each otheraccommodating said helical spring between inner ends thereof andlimiting downward movement of the wedge.

7. In a snubbing mechanism for the bolster of a railway car truck, aside frame including a spring seat, a bolster arranged for guidedvertical movement with respect to the side frame, springs supporting thebolster on the spring seat, a friction surface at a side of the bolsterarranged in a vertical plane, a tension member extending upwardly fromthe spring seat and inclined at an angle to' the horizontal, a gilidecolumn including a web inclined. with respect to the vertical convergingtowards said friction surface on the side of the bolster in proceedingupwardly, a wedge having two flat surfaces arranged at an angle withrespect to each other corresponding to the angle b etween said web andsaid friction surface,"a spring engaging the wedge at one end compressedbetween the tension meniber and the wedge urging the wedge upwardly withone surface of the wedge into engagement with said inclined web and theother surface of the wedge into fiat engagement with said frictionsurface, an inboard and an outboard flange on said guide column, a lugcarried by the inboard fiange projecting outwardly therefrom, a lugcarried by the outboard fiange projecting inwardly therefrom providingan unobstructed space for said spring between inner ends of said lugs,and said lugs being adjacent a bisector of an angle defined by the fiatsurfaces of said wedge.

8. A reversible wedge for the damping mechanism of a railway car truckcomprising, two webs joined at an apex portion and diverging from eachother in proceeding towards a base of the wedge and terminating atsubstantially equal distances from said apex, said webs defining atriangular shaped space open between side edges of the webs, a tiemember connecting intermediate portions of the webs providing a springseat arranged substantially perpendicularly to a line bisecting the apexangle, a tie bar joining the webs at the base portion and arrangedsubstantially at right angles to the line bisecting the apex angle, anda second tie bar joining the webs at the base portion substantially atright angles to the line bisecting the apex angle and spaced from thefirst tie Ear providing an unobstructed opening between the tie ars.

9. A reversible wedge for the damping mechanism of a railway car truckcomprising, two webs joined at an apex portion and diverging from eachother in proceeding towards a base of the wedge and terminating atsubstantially equal distances from saidapex, said webs defining atriangular shaped space open between side edges of the webs, a tiemember connecting intermediate portions of the webs providing a springseat facing the base of the wedge and arranged substantially at rightangles to a line bisecting the apex angle, a tie bar joining the webs atthe base portion and arranged substantially at right angles to the linebisecting the apex angle, a second tie bar joining the webs at the baseportion substantially at right angles to the line bisecting the apexangle and spaced from the first tie bar providing an unobstructed openarea between the tie bars, and said tie bars adjacent the webs havingaligned upper edges.

l0. A reversible wedge shaped symmetrical friction shoe for the dampingmechanism of a railway car truck comprising, two webs joined at an apexportion and diverging from each other in proceeding towards a base ofthe wedge, said webs providing a triangular shaped space therebetweenopen between side edges of the webs, a tie member connectingintermediate portions of the webs providing a spring seat facing thebase of the wedge and arranged substantially perpendicular to a linebisecting the apex angle, a tie bar joining the webs at the base portionof the wedge and spaced inwardly from common side edges of the webs, asecond tie bar joining the webs at the base portion of the wedge spacedinwardly from the other edges of the webs and spaced from the first tiebar providing anropen area between the tie bars, an upstanding lip onthe intermediate portion of each tie bar, and said tie bars adjacent thewebs having aligned upper edges.

1l. A triangular shaped friction shoe for the damping mechanism of arailway car truck comprising, two webs joined at an apex portion anddiverging from each other iii proceeding towards a base of the wedge,said webs providing a triangular shaped space therebetween open betweenside edges of the webs, a tie member connecting intermediate portions ofthe webs providing a spring seat facing the base of the wedge andarranged substantially perpendicular to a line bisecting the apex angle,a tie bar joining the webs at the base portion of the wedge and spacedinwardly from common side edges of the webs, a second tie bar joiningthe webs at the base portion of the wedge spaced inwardly from the otheredges of the webs and spaced from the first tie bar providing anunobstructed opening between the tie bars, and said tie bars adjacentthe webs having aligned upper edges in a plane substantially at rightangles to the line bisecting the apex angle.

12. ln a truss type side frame for a railway car truck, a compressionmember, a tension member of inverted U-shape in cross section with achord web forming an upper surface of the tension member inclined at anangle to the horizontal, a guide column connecting the compressionmember to the tension member including an angular web extending towardsthe tension member terminating short of said chord web, a triangularshaped inboard ange connected to one edge of the angular web and havinga free edge defining a side boundary of a bolster opening in the sideframe, a triangular shaped outboard ange connected to the other edge ofthe angular web having a free edge aligned with the free edge of theinboard flange transversely of the side frame, said lianges and saidangular web providing a pocket in the guide column having substantiallyvertical side walls defined by inner surfaces of said flanges and aninclined top defined by said angular web with an upper surface of saidchord web defining an inclined bottom of the pocket sloping downwardlyin proceeding towards the bolster opening, and said inboard and outboardanges being connected to opposite edges of the chord web.

13. In a truss type side frame for a railway car truck, a compressionmember, a load supporting spring seat, a tension member of invertedU-shape in cross section with a chord web thereof forming an uppersurface of the tension member inclined upwardly from said spring seat, aguide column connecting the compression member to the tension memberincluding an angular web extending downwardly towards the tension memberand terminating short of said chord web, a triangular shaped inboardflange integral with one edge of the angular web and having a free edgedefining a side boundary of a bolster opening in the side frame, atriangular shaped outboard flange integral with the other edge of theangular web having a free edge aligned with the free edge of the inboardliangc transversely of the side frame, said iianges and said angular webproviding a pocket in the guide column having side walls defined byinner surfaces of said iianges and an inclined roof defined by saidangular web with the upper surface of said chord web defining aninclined bottom of the pocket sloping downwardly towards said loadsupporting spring seat, said inboard flange joining one edge of thechord web, said outboard flange joining the other edge of the chord web,and a spring seat on the upper surface of said chord web within saidpocket facing an upper corner of the pocket and lying in a plane atright angles to the bisector of an angle defined by said angular web andthe free edges of said flanges.

14. ln a truss type side frame for a railway car truck, a compressionmember, a spring seat, a tension member of inverted tJ-shape in crosssection inclined upwardly from the spring seat with a top plate thereofforming an upper surface of the tension member, a guide columnconnecting the compression member to the inclined portion of the tensionmember including an angular web extending towards the inclined portionof the tensionmember, an inboard iiange connected along one edge of theangular web with a free edge thereof defining a side boundary of abolster opening in the side frame, an outboard ange connected along theother edge of the angular web and having a free edge aligned with thefree edge of the inboard flange transversely of the side frame, saidlianges and said angular web providing a pocket in the guide columnhaving substantially vertical side walls defined by said flanges and aninclined roof defined by said angular web with said plate defining aninclined bottom of the pocket, said inboard and outboard anges beingconnected to opposite edges of said top plate, said inboard and outboardanges having horizontally aligned openings therein between said angularweb and the free edges of said anges, and said inboard and outboardflanges having additional openings therein adjacent the first openings.

15. In a truss type side frame for a railway car truck, a compressionmember, an inclined tension member of inverted U-shape in cross sectionhaving a chord web providing an upper surface thereof, a guide columnconnecting the compression member to the tension member including anangular web extending towards the tension member, a triangular shapedinboard flange connected along one edge to an edge of the angular weband having a free edge defining a side boundary of a bolster opening inthe side frame, a triangular shaped outboard flange connected alongV oneedge to the other edge of the angular web and having a free edge alignedwith the free edge of the inboard flange transversely to the side frame,said triangular shaped anges being connected along base portions thereofto opposite edges of said chord web, said triangular shaped iianges andsaid angular web defining a pocket in the guide column havingsubstantially vertical side walls defined by inner surfaces of saidtriangular shaped lianges and an inclined roof defined by the undersurface of said angular web with said chord web defining an inclinedbottom of the pocket, said inboard and outboard flanges having openingstherein with the centers of said openings intersecting a line bisectingan apex angle of said pocket, and said inboard and outboard anges havinghorizontally aligned openings therein positioned between the firstopenings and a plane defined by the under surface of said angular web.

16. ln a truss type side frame for a railway car truck, a compressionmember,- a spring seat, a tension member of inverted U-shape in crosssection inclined upwardly from said spring seat and having a chord webforming an upper surface thereof, a guide column connecting thecompression member to the inclined tension member including a short webextending substantially vertically downward from the compression memberand a further angular web extending towards the inclined tension member,a triangular shaped inboard iiange connected along one edge to' an edgeof the angular web and having a free edge terminating beyond thevertical plane of said short web defining a side boundary of a bolsteropening in the side frame, a triangular shaped outboard flange connectedalong one edge to the other edge of the angular web and having a freeedge aligned with the free edge of the inboard ange transversely of theside frame, said triangular shaped iianges merging along base por tionsthereof with opposite edges of said chord web, said triangular shapedanges and said angular web providing a pocket in the guide column havingsubstantially vertical side walls defined by inner surfaces of saidtriangular shaped flanges and an inclined roof definedl by the undersurface of said angular web with said chord web defining an inclinedbottom of the pocket, a rib integral with and extending vertically alongan external surface of the inboard ange between the compression memberand the tension member and aligned with said short web, and a ribintegral with and extending vertically along an outer surface of saidoutboard flange between the compression member and the tension memberand aligned with said short web.

17. In a railway car truck, a compression member, an inclined tensionmember, a guide column connecting the compression member to the tensionmember including an angular web extending downwardly towards saidtension member, a triangular shaped inboard ange connected along oneedge to an edge of the angular web and having a free edge defining aside boundary of a bolster opening in the side frame, a triangularshaped outboard flange connected along one edge to the other edge of theangular web having a free edge alignedA with the free edge of theinboard flange transversely of the side frame, said flanges and angularweb dening` a pocket in the guide column, a triangular shaped frictionshoe within said pocket having a web with a surface thereon lying alongsaid angular web and having a web with a surface thereon substantiallyparallel to the free edges of said anges, a tie member joining the websof the friction shoe, a tie bar connecting base portions of the webs ofthe friction shoe and spaced inwardly from a side of the shoe, a lugcarried by one of said triangular shaped flanges projecting into thepocket and adapted to be engaged by said tie member for preventingunlimited downward movement of the friction shoe in said pocket, andsaid lug terminating short of the path of movement of said tie bar.

18. In a railway car truck, a compression member, an inclined tensionmember, a guide column connecting the compression member to the tensionmember including an angular web extending downwardly towards saidtension member, a triangular shaped inboard ange connected along oneedge to an edge of the angular web and having a free edge defining aside boundary of a bolster opening in the side frame, a triangularshaped outboard flange connected along one edge to the other edge of theangular web having a free edge aligned with the free edge of the inboardflange transversely of the side frame, said flanges and said angular webdefining a triangular shaped pocket in the guide column, a triangularshaped wedge within said pocket including a plate with a surface thereonlying along said angular web and a plate with a surface thereonsubstantially parallel to the free edges of said flanges, an auxiliaryspring seat on said tension member at the bottom of said pocket facingan upper corner thereof, a spring engaging said auxiliary spring seaturging the Wedge upwardly, spaced tie bars connecting base portions ofsaid plates, and said triangular shaped flanges having horizontallyaligned openings therein between a line bisecting an apex angle of saidpocket and a plane defined by said angular web for receiving a pin abovethe tie bars to prevent upward movement of the wedge.

19. In a railway car truck, a compression member, a spring seat, atension member inclined upwardly from the spring seat including a chordweb forming an upper surface of the tension member, a guide columnconnecting the compression member to the tension member including anangular web extending downwardly toward said chord web and substantiallyat right angles with respect thereto, an inboard flange connected alongone edge to an edge of the angular web and connected along another edgeto an edge of the chord web and having a free edge defining a sideboundary of a bolster opening,an outboard flange connected along oneedge to the other edge of the angular web and connected along anotheredge to the other edge of the chord web and having a free edge alignedwith the free edge of the inboard flange transversely of the side frame,said inboard and outboard flanges providing a pocket within the guidecolumn having a roof defined by the angular web and a bottom walldefined by said chord web, two plates joined at an apex and divergingfrom each other providing a wedge shaped friction shoe with one plateengaging the angular web and the other plate having a surfacesubstantially parallel to the free edges of said flanges, spaced tiebars connecting base portions of said plates and providing anunobstructed opening therebetween, a spring compressed between thefriction shoe and said chord web urging the friction shoe upwardly inthe pocket, said flanges having openings therein aligned with the axisof said spring for receiving a fulcrum bar to retract the wedge againstthe action of said spring, and said flanges having horizontally alignedopenings therein for receiving a pin to prevent upward movement of thefriction shoe.

20. In a railway car truck, a compression member, a main spring seat, atension member of inverted U-shape in cross section inclined upwardlyfrom said spring seat and having a chord web forming the upper surfaceof the tension member, a guide column connecting the compression memberto the tension member including an angular' web extending downwardlytowards said chord web, a triangular shaped inboard flange connectedalong one edge to an edge of the angular web and connected along anotheredge to an edge of the chord web and having a free edge defining a sideboundary of a bolster opening, a triangular shaped outboard flangeconnected along one edge to the other edge of the angular web andconnected along another edge to the other edge of the chord web andhaving a free edge aligned with the free edge of the inboard flangetransversely of the side frame, said inboard and outboard flangesdefining a pocket within the guide column having a roof defined by theangular web and a bottom wall defined by said chord web, two platesjoined at an apex angle and diverging from each other providing a wedgeshaped friction shoe arranged in said pocket with one plate engaging theangular web and the other plate having an outer surface substantiallyparallel to the free edges of the flanges, a bolster having an endportion resiliently supported on said main spring seat, a frictionsurface at one side of said bolster arranged along the free edges ofsaid flanges, an auxiliary spring seat on said chord web, a springcompressed between the friction shoe and said auxiliary spring seaturging the friction shoe upwardly in the pocket with one plate engagingthe angular web and the other plate engaging the friction surface on thebolster, and tie bars at the sides of said spring joining base portionsof said plates.

2l. In a railway car truck, a compression member, a main spring seat, atension member of inverted U-shape in cross section inclined upwardlyfrom said spring seat and having a chord web forming the upper surfaceof the tension member, a guide column connecting the compression memberto the tension member including an angular web extending downwardlytowards said chord web and substantially at right angles with respectthereto, a triangular shaped inboard flange connected along one edge lto an edge of the angular web and connected along another edge to anedge of the chord web and having a free edge defining a side boundary ofa bolster opening, a triangular shaped outboard flange connected alongone edge to the other edge of the angular web and connected alonganother edge to the other edge of the chord web and having a free edgealigned with the free edge of the inboard flange transversely of theside frame, said inboard and outboard flanges defining a pocket withinthe guide column having a roof defined by the angular web and a bottomWall defined by said chord web, two plates joined at an apex angle anddiverging from each other providing a wedge shaped friction shoearranged in said pocket with one plate engaging the angular web and theother plate having an outer surface substantially parallel to the freeedges of the flanges, a bolster having an end portion resilientlysupported on said main spring seat, a friction surface carried by a sideof said bolster arranged along the free edges of said flanges, spacedtie bars connecting base portions of said plates and providing anunobstructed opening therebetween, a tie member connecting intermediateportion of said plates providing a downward facing wedge spring seat, anauxiliary spring seat on said chord web, a spring extending between saidtie bars compressed between and engaging said wedge spring seat and saidauxiliary spring seat urging the friction shoe upwardly in the pocketwith one plate engaging the angular web and the other plate engaging thefriction surface on said bolster.

22. In a truss type side frame for a railway car truck, a compressionmember, a tension member, a guide column connecting the compressionmember to the tension member having an angular web extending towards thetension member, a triangular shaped inboard flange connected to one edgeof the angular web and having a free edge defining a side boundary of abolster opening in the side frame, a triangular shaped outboard flangeconnected to the other edge of the angular web having a free edgealigned transversely of the side frame with the free edge of the inboardange, said anges and said angular web providing a pocket in the guidecolumn having substantially vertical side walls defined by innersurfaces of said anges and an inclined top defined by said angular web,a web on the tension member within the guide column spaced below a lowerend of said angular web defining an inclined bottom of the pocketsloping downwardly towards the free edges of said flanges, and saidinboard and outboard flanges being connected to opposite edges of saidweb.

23. ln a car truck, a side frame having a compression member, av tensionmember and spaced columns joining said members defining sides of abolster receiving opening between the tension member and the compressionmember, a bolster extending into said opening, lugs carried by thebolster extending laterally therefrom and overlapping said columns inall operative positions of the bolster with respect to the side frame,said bloster having a top wall and a lowermost portion and substantiallyvertical side walls connecting the top wall and the lowerrnost portion,each of said columns having a pocket therein open towards one of saidside walls of the bolster, a Wall in each of said pockets extendingtransversely of the side frarne and sloping longitudinally thereof, afriction shoe in each pocket, each friction shoe having a surface inengagement with the adjacent sloping wall and a substantially verticalsurface in engagement with. one of said side walls of the bolster, aspring reacting between each friction shoe and the side frame urging thefriction shoe into engagement with one of said side walls and theassociated sloping wall, the axis of each of said springs arranged inalignment with an apex angle of the associated friction shoe, resilientmeans supporting the bolster on the side frame for vertical movementswith respect thereto, said vertical surface on each friction shoeextending at least to the level of an upper surface of the top wall ofthe bolster throughout all operative positions of the bolster duringdeflection of said resilient means between unloaded and loaded positionsof the bolster with respect to the side frame, the vertical surface oneach friction shoe extending at least to the level of the lowermostportion of the bolster throughout all operative positions of the bolsterduring deliection of said resilient means between unloaded and loadedpositions of the bolster, each friction shoe having an aperture thereinopen at the side thereof, each column having an opening therein adjacentthe aperture of the associated friction shoe through which a pry bar maybe introduced to retract the friction shoe against the action of itsactuating spring, and said columns having openings therein for receivingpins to engage and hold the friction shoes in the retracted positions.

24. In a car truck, a side frame having a compression member and atension member and spaced columns joining said members defining sides ofa bolster receiving opening between the tension member and thecompression member, a bolster extending into said opening, lugs carriedby the bolster extending laterally therefrom and overlapping saidcolumns in all operative positions of the bolster with respect to theside frame, said bolster having a top wall and a lowermost portion andsubstantially vertical side walls connecting the top wall and thelowermost portion, each of said columns having a pocket therein opentowards one of said side walls of the bolster, a wall in each of saidpockets extending transversely of the side frame and slopinglongitudinally thereof, a friction shoe in each pocket, each frictionshoe having a surface in engagement with the adjacent sloping Walland asubstantially vertical surface in engagement with one of said side Wallsof the bolster, a spring reacting between each friction shoe and theside frame urging the friction shoe into engagement with one of saidside walls and the associated sloping wall, resilient means supportingthe bolster on the side frame for vertical movements with respectthereto, said vertical surface on each friction shoe extending at leastto the level of an upper surface of the top wall of the bolsterthroughout all operative positions of the bolster during deflection ofsaid resilient means between unloaded and loaded positions of thebolster with respect to the side frame, and the vertical surface onea'ch friction shoe extending at least to the level of the lowermostportion of the bolster throughout all operative positions of the bolsterduring deection of said resilient means between unloaded and loadedpositions of the bolster.

References Cited in the le of this patent UNITED STATES PATENTS1,405,620 OConnor Feb'. 7, 1922 1,542,828 OConnor June 23, 19251,562,783 OConnor Nov. 24, 1925 2,012,949' Dreaming sept. 3, 19352,091,854 Hobson Aug. 31, 1937 2,142,426 Webb Ian. 3, 1939 2,159,138Duryea May 23, 1939 2,352,693 Davidson July 4, 1944 2,378,414 Light tune19, 1945 2,394,872 Pierce Feb. 12, 1946 2,413,458 Light Dec. 3l, 19462,422,638 Tucker June 17, 1947 2,425,822 Olander Aug. 19, 1947 2,434,583Pierce Jan. 13, 1948 2,437,359 Pierce -Mar. 9, 1948 2,458,210 SchlegalJan. 4, 1949 2,485,974 Lehrman Oct. 25, 1949

